368:
follow the path. The aircraft varies the pitch in order to maintain the path. Since the throttles are at idle this will modulate the speed. Normally the FMS allows the speed to vary within a small band. After this, either the throttles advance (if the aircraft is below path) or the FMS requests speed brakes with a message, often "DRAG REQUIRED" (if the aircraft is above path). On Airbus aircraft, this message also appears on the PFD and, if the aircraft is extremely high on path, "MORE DRAG" will be displayed. On Boeing aircraft, if the aircraft gets too far off the prescribed path, it will switch from VNAV PTH (which follows the calculated path) to VNAV SPD (which descends as fast as possible while maintaining a selected speed, similar to OP DES (open descent) on
Airbuses.
408:
356:. The cost index is calculated by dividing the per-hour cost of operating the plane by the cost of fuel. Generally a cost index of 999 gives ECON speeds as fast as possible without consideration of fuel and a cost index of zero gives maximum fuel economy while disregarding other hourly costs such as maintenance and crew expenses. ECON mode is the VNAV speed used by most airliners in cruise.
31:
364:“flying” the descent backwards from touchdown through the approach and up to cruise. It does this using the flight plan, the aircraft flight model and descent winds. For airline FMS, this is a very sophisticated and accurate prediction, for simple FMS (on smaller aircraft) it can be determined by a “rule of thumb” such as a 3 degree descent path.
371:
An ideal idle descent, also known as a “green descent” uses the minimum fuel, minimizes pollution (both at high altitude and local to the airport) and minimizes local noise. While most modern FMS of large airliners are capable of idle descents, most air traffic control systems cannot handle multiple
329:
The FMS needs to have a comprehensive flight and engine model in order to have the data required to do this. The function can create a forecast vertical path along the lateral flight plan using this information. The aircraft manufacturer is usually the only source of this comprehensive flight model.
363:
The first thing the VNAV calculates for the descent is the top of descent point (TOD). This is the point where an efficient and comfortable descent begins. Normally this will involve an idle descent, but for some aircraft an idle descent is too steep and uncomfortable. The FMS calculates the TOD by
333:
The vertical profile is constructed by the FMS during pre-flight. Together with the lateral flight plan, it makes use of the aircraft's starting empty weight, fuel weight, center of gravity, and cruising altitude. The first step on a vertical course is to rise to cruise height. Vertical limitations
218:
The pilot uses the FMS to modify the flight plan in flight for a variety of reasons. Significant engineering design minimizes the keystrokes in order to minimize pilot workload in flight and eliminate any confusing information (Hazardously
Misleading Information). The FMS also sends the flight plan
367:
From the TOD, the VNAV determines a four-dimensional predicted path. As the VNAV commands the throttles to idle, the aircraft begins its descent along the VNAV path. If either the predicted path is incorrect or the downpath winds different from the predictions, then the aircraft will not perfectly
285:
The FMS constantly crosschecks the various sensors and determines a single aircraft position and accuracy. The accuracy is described as the Actual
Navigation Performance (ANP) a circle that the aircraft can be anywhere within measured as the diameter in nautical miles. Modern airspace has a set
210:
During preflight, other information relevant to managing the flight plan is entered. This can include performance information such as gross weight, fuel weight and center of gravity. It will include altitudes including the initial cruise altitude. For aircraft that do not have a
359:
RTA or required time of arrival allows the VNAV system to target arrival at a particular waypoint at a defined time. This is often useful for airport arrival slot scheduling. In this case, VNAV regulates the cruise speed or cost index to ensure the RTA is met.
305:
The FMS mode is normally called LNAV or
Lateral Navigation for the lateral flight plan and VNAV or vertical navigation for the vertical flight plan. VNAV provides speed and pitch or altitude targets and LNAV provides roll steering command to the autopilot.
334:
such as "At or ABOVE 8,000" are present in some SID waypoints. Reducing thrust, or "FLEX" climbing, may be used throughout the ascent to spare the engines. Each needs to be taken into account when making vertical profile projections.
226:
Some FMSs can calculate special flight plans, often for tactical requirements, such as search patterns, rendezvous, in-flight refueling tanker orbits, and calculated air release points (CARP) for accurate parachute jumps.
280:
and accelerometers in order to calculate the aircraft position. They are highly accurate and independent of outside sources. Airliners use the weighted average of three independent IRS to determine the “triple mixed IRS”
337:
Implementation of an accurate VNAV is difficult and expensive, but it pays off in fuel savings primarily in cruise and descent. In cruise, where most of the fuel is burned, there are multiple methods for fuel savings.
186:
Waypoints can also be defined by the pilot(s) along the route or by reference to other waypoints with entry of a place in the form of a waypoint (e.g. a VOR, NDB, ILS, airport or waypoint/intersection).
58:. An FMS is a specialized computer system that automates a wide variety of in-flight tasks, reducing the workload on the flight crew to the point that modern civilian aircraft no longer carry
298:
Given the flight plan and the aircraft's position, the FMS calculates the course to follow. The pilot can follow this course manually (much like following a VOR radial), or the
345:
or cruise climbs facilitate this. VNAV can determine where the step or cruise climbs (in which the aircraft climbs continuously) should occur to minimize fuel consumption.
113:
standard. The navigation database (NDB) is normally updated every 28 days, in order to ensure that its contents are current. Each FMS contains only a subset of the ARINC /
243:
in order to determine position. But modern FMS use as many sensors as they can, such as VORs, in order to determine and validate their exact position. Some FMS use a
639:
109:
All FMSs contain a navigation database. The navigation database contains the elements from which the flight plan is constructed. These are defined via the
1216:
78:) to determine the aircraft's position, the FMS can guide the aircraft along the flight plan. From the cockpit, the FMS is normally controlled through a
1605:
372:
aircraft each using its own optimum descent path to the airport, at this time. Thus the use of idle descents is minimized by Air
Traffic Control.
203:
for airliners. It is entered into the FMS either by typing it in, selecting it from a saved library of common routes (Company Routes) or via an
386:
326:). The purpose of VNAV is to predict and optimize the vertical path. Guidance includes control of the pitch axis and control of the throttle.
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101:. In its evolution an FMS has had many different sizes, capabilities and controls. However certain characteristics are common to all FMSs.
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Performance optimization allows the FMS to determine the best or most economical speed to fly in level flight. This is often called the
83:
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86:(EFIS), Navigation Display (ND), or Multifunction Display (MFD). The FMS can be summarised as being a dual system consisting of the
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261:) that check the distances from five different DME stations simultaneously in order to determine one position every 10 seconds.
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information for display on the
Navigation Display (ND) of the flight deck instruments Electronic Flight Instrument System (
239:, i.e., to determine the aircraft's position and the accuracy of that position. Simple FMS use a single sensor, generally
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82:(CDU) which incorporates a small screen and keyboard or touchscreen. The FMS sends the flight plan for display to the
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Chappell, A.R. et al. "The VNAV Tutor: Addressing a Mode
Awareness Difficulty for Pilots of Glass Cockpit Aircraft."
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268:) that supply a bearing. With two VOR stations the aircraft position can be determined, but the accuracy is limited.
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223:). The flight plan generally appears as a magenta line, with other airports, radio aids and waypoints displayed.
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97:, though earlier navigation computers did exist. Now, systems similar to FMS exist on aircraft as small as the
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290:(RNP). The aircraft must have its ANP less than its RNP in order to operate in certain high-level airspace.
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Airline-quality GPS receivers act as the primary sensor as they have the highest accuracy and integrity.
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Radio aids designed for aircraft navigation act as the second highest quality sensors. These include;
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is generally determined on the ground, before departure either by the pilot for smaller aircraft or a
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to integrate the positions from the various sensors into a single position. Common sensors include:
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66:. A primary function is in-flight management of the flight plan. Using various sensors (such as
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The NDB contains all of the information required for building a flight plan, consisting of:
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352:. This is based on the cost index, which is entered to give a weighting between speed and
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As an aircraft burns fuel it gets lighter and can cruise higher where there is less drag.
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59:
176:(only as part of IAPs-although can be entered by command of ATC or at pilot's discretion)
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and other turbofan powered aircraft, have full performance
Vertical Navigation (
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IEEE Transactions on
Systems, Man, and Cybernetics Part A, Systems and Humans
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Avionics, Element, Software and
Functions Ch 20, Cary R. Spitzer,
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29:
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FMC User's Guide B737, Ch 1, Bill Bulfer, Leading Edge Libraries
474:"Contribution of Flight Systems to Performance-Based Navigation"
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220:
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401:
240:
212:
67:
525:"AERO – Fuel Conservation Strategies: Cost Index Explained"
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Once in flight, a principal task of the FMS is obtaining a
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Sophisticated aircraft, generally airliners such as the
599:. Newcastle WA, Aviation Supplies and Academics, 2007.
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ARINC 702A, Advanced Flight Management Computer System
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1006:
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597:The Pilot's Guide to the Modern Airline Cockpit
117:data, relevant to the capabilities of the FMS.
633:
8:
614:, vol. 27, no.3, May 1997, pp. 372–385.
503:. Boca Raton, FL: CRC Press. pp. 20–6.
207:datalink with the airline dispatch center.
640:
626:
618:
501:Avionics, Element, Software and Functions
452:Learn how and when to remove this message
215:, the initial position is also required.
50:) is a fundamental component of a modern
415:This article includes a list of general
464:
550:"Getting to Grips with the Cost Index"
387:Acronyms and abbreviations in avionics
93:The modern FMS was introduced on the
7:
84:Electronic Flight Instrument System
421:it lacks sufficient corresponding
392:Strategic Lateral Offset Procedure
25:
302:can be set to follow the course.
548:Airbus Industrie SE (May 1998).
499:Spitzer, Carl (2007). "20.2.1".
406:
132:Radio navigation aids including
88:Flight Management Computer (FMC)
1606:Navigational flight instruments
288:required navigation performance
266:VHF omnidirectional radio range
34:FMS (Flight Management System)
1550:In-flight entertainment system
1247:Horizontal situation indicator
27:Component of aircraft avionics
1:
180:Instrument approach procedure
162:Standard instrument departure
1530:Environmental control system
259:distance measuring equipment
134:distance measuring equipment
90:, CDU and a cross talk bus.
472:Sam Miller, et als (2009).
1622:
1207:Course deviation indicator
898:Electro-hydraulic actuator
382:Index of aviation articles
274:Inertial reference systems
146:instrument landing systems
1438:Conventional landing gear
168:Standard terminal arrival
138:VHF omnidirectional range
1222:Flight management system
44:flight management system
18:Flight Management System
1525:Emergency oxygen system
1287:Turn and slip indicator
1082:Leading-edge droop flap
1052:Drag-reducing aerospike
1027:Adaptive compliant wing
1022:Active Aeroelastic Wing
436:more precise citations.
201:professional dispatcher
142:non-directional beacons
1565:Passenger service unit
1366:Self-sealing fuel tank
1262:Multi-function display
231:Position determination
124:Waypoints/Intersection
39:
1545:Ice protection system
1463:Tricycle landing gear
1453:Landing gear extender
670:Aft pressure bulkhead
33:
1510:Auxiliary power unit
918:Flight control modes
80:Control Display Unit
1489:Escape crew capsule
1396:War emergency power
1267:Pitot–static system
1112:Variable-sweep wing
820:Vertical stabilizer
105:Navigation database
74:often backed up by
1197:Attitude indicator
1177:Airspeed indicator
1172:Aircraft periscope
40:
1578:
1577:
1505:Aircraft lavatory
1242:Heading indicator
1187:Annunciator panel
1167:Air data computer
1077:Leading-edge cuff
557:Cockpitseeker.com
510:978-0-8493-8438-7
462:
461:
454:
38:on Boeing 767–300
16:(Redirected from
1613:
1596:Aircraft systems
1560:Navigation light
1540:Hydraulic system
1515:Bleed air system
1443:Drogue parachute
1117:Vortex generator
735:Interplane strut
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432:this article by
423:inline citations
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278:ring laser gyros
174:Holding patterns
76:radio navigation
60:flight engineers
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1601:Flight planning
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1570:Ram air turbine
1535:Flight recorder
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1386:Thrust reversal
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1272:Radar altimeter
1237:Head-up display
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1136:
1032:Anti-shock body
1014:
1002:
863:Artificial feel
845:Flight controls
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705:Fabric covering
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651:components and
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574:Further reading
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428:Please help to
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354:fuel efficiency
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1477:Escape systems
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1371:Splitter plate
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690:Cruciform tail
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685:Crack arrestor
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529:www.boeing.com
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257:Scanning DME (
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1498:Other systems
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800:Trailing edge
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780:Stressed skin
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595:Casner, S.M.
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478:AERO Magazine
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245:Kalman filter
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57:
53:
49:
45:
37:
32:
19:
1520:Deicing boot
1448:Landing gear
1391:Townend ring
1381:Thrust lever
1356:NACA cowling
1321:Autothrottle
1313:fuel systems
1311:devices and
1221:
1102:Stall strips
1072:Krueger flap
1042:Channel wing
988:Wing warping
978:Stick shaker
973:Stick pusher
893:Dual control
878:Centre stick
745:Leading edge
715:Flying wires
675:Cabane strut
611:
596:
560:. Retrieved
556:
543:
532:. Retrieved
528:
519:
500:
494:
482:. Retrieved
480:(34, Qtr. 2)
477:
467:
448:
439:
420:
370:
366:
362:
358:
347:
340:
336:
332:
328:
313:
304:
297:
284:
237:position fix
234:
225:
217:
209:
194:
185:
119:
108:
92:
87:
47:
43:
41:
1468:Tundra tire
1351:Intake ramp
1282:Transponder
1067:Gurney flap
1008:Aerodynamic
923:Fly-by-wire
805:Triple tail
562:8 September
484:31 December
434:introducing
343:Step climbs
316:Airbus A320
197:flight plan
191:Flight plan
144:(NDBs) and
1585:Categories
1458:Oleo strut
1346:Inlet cone
1341:Gascolator
1307:Propulsion
1297:Yaw string
1292:Variometer
1148:instrument
1127:Wing fence
1062:Gouge flap
1037:Blown flap
993:Yaw damper
968:Stabilator
953:Side-stick
888:Dive brake
775:Stabilizer
750:Lift strut
740:Jury strut
534:2018-12-08
417:references
398:References
350:ECON speed
320:Boeing 737
276:(IRS) use
99:Cessna 182
95:Boeing 767
64:navigators
1433:Autobrake
1361:NACA duct
1336:Fuel tank
1326:Drop tank
1309:controls,
1192:Astrodome
1182:Altimeter
1047:Dog-tooth
1012:high-lift
963:Spoileron
948:Servo tab
928:Gust lock
883:Deceleron
868:Autopilot
825:Wing root
810:Twin tail
795:Tailplane
730:Hardpoint
700:Empennage
663:structure
442:June 2009
300:autopilot
281:position.
111:ARINC 424
36:Honeywell
1591:Avionics
1401:Wet wing
1376:Throttle
1122:Vortilon
983:Trim tab
913:Flaperon
903:Elevator
858:Airbrake
830:Wing tip
755:Longeron
725:Fuselage
661:Airframe
649:Aircraft
376:See also
294:Guidance
152:Airports
56:avionics
52:airliner
1411:Landing
1202:Compass
1150:systems
1142:Avionic
1132:Winglet
1015:devices
958:Spoiler
853:Aileron
835:Wingbox
760:Nacelle
710:Fairing
653:systems
430:improve
157:Runways
148:(ILSs).
140:(VOR),
136:(DME),
128:Airways
1146:flight
1107:Strake
938:Rudder
908:Elevon
873:Canard
815:V-tail
790:T-tail
720:Former
680:Canopy
603:
586:
507:
419:, but
264:VORs (
170:(STAR)
1331:FADEC
1217:EICAS
1092:Slats
933:HOTAS
785:Strut
553:(PDF)
205:ACARS
182:(IAP)
164:(SID)
115:AIRAC
1413:and
1277:TCAS
1257:ISIS
1212:EFIS
1157:ACAS
1144:and
1097:Slot
1057:Flap
1010:and
998:Yoke
770:Spar
695:Dope
601:ISBN
584:ISBN
564:2018
505:ISBN
486:2012
324:VNAV
310:VNAV
221:EFIS
195:The
70:and
1252:INS
1232:GPS
1087:LEX
765:Rib
318:or
241:GPS
213:GPS
72:INS
68:GPS
62:or
54:'s
48:FMS
1587::
555:.
527:.
476:.
42:A
641:e
634:t
627:v
607:.
566:.
537:.
513:.
488:.
455:)
449:(
444:)
440:(
426:.
46:(
20:)
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